BACKGROUND OF THE INVENTION
Filed of the Invention
[0001] The present invention relates to a side structure of a vehicle body. More specifically,
the present invention relates to vehicle body side portion structure applied to a
vehicle body including a side door turnably supported around a door hinge attached
to a pillar. The structure has a preset gap between the surfaces of the pillar and
the side door which face each other, and the centroid position of the cross-sectional
surface of the side door is arranged so as to be offset towards the exterior side
in the vehicle widthwise direction relative to the centroid position of the cross-sectional
surface of the pillar.
Description of the Related Art
[0002] A technology has been disclosed in
JP 11-310036 A that deals with effectively absorbing load of impact at the time of a frontal collision.
A bracket made from sheet material is provided at the front end portion of the front
side door. The front edge portion of the bracket is fastened to a door hinge while
being joined with the front edge portion of an impact beam extending towards the rear
side of the vehicle from the middle portion of this bracket. The rear end portion
of the bracket is joined to a surface on the side of a door panel towards the interior
of the vehicle cab.
[0003] Due to the above-described configuration, when the load of impact at the time of
frontal collision is inputted to the front side door via the front pillar and door
hinge, the load inputted into the front side door can be stopped at the impact beam
because the front end portions of the door hinge and impact beam are arranged at approximately
the same place in the widthwise direction. As a result, deformation of the front side
door can be suppressed.
[0004] The above-described prior art, however, could be improved in the following areas.
[0005] Generally, the centroid position of the cross-sectional surface of the front side
door is offset (i.e., shifted) towards the exterior side of the vehicle in the widthwise
direction relative to the centroid position of the cross-sectional surface of the
pillar. Further, a preset gap is set between the front surface of the front side door
and the rear end surface of the front pillar. When there is a frontal collision, the
front pillar rotates around a door hinge until the rear end surface of the front pillar
interferes with the front surface of the front side door. In the middle of that rotation,
the door hinge hits the front surface of the front side door and after this contact
occurs a bending moment (i.e., bending moment bending the front side door towards
the exterior side of the vehicle cab) acts upon the front side door towards the external
side in the vehicle widthwise direction. This point also applied to the above-mentioned
prior art.
[0006] In light of the above-described background, the proposal of a structure that effectively
restrains deformation of a vehicle frame at the time of frontal collision has been
desired.
[0007] Further, a door device is disclosed in
JP 10-119574 A where a latch supported at the turning end side of the door panel meshes with a striker
on the vehicle body side, whereby the door is closed. When this meshing action is
released, the door is opened or released. Nonetheless, this device is not able to
provide the above-described desired proposal.
[0008] Further,
WO 98/21433 A1 discloses a vehicle side body structure in accordance with the preamble of claim
1. In the vehicle side body structure of
WO 98/21433 A1, a movement of the front end of a side door in the direction of travel toward the
vehicle's longitudinal center line is accomplished by a guide mechanism separate and
independent of a door hinge. The guide mechanism includes a tongue that is punched
out of a front door strut (front pillar), that is bent forward out of the side door,
that is located between the upper and lower door hinges, and that, when the side door
is closed, extends through a recess into the inside of the door pillar and behind
the hinge-side wall of the door pillar so that it prevents the front end of the side
door from swinging out to the side when the door hinge is destroyed. Instead of a
tongue punched out of the door strut, the guide mechanism can alternatively be, for
example, a massive spike which is welded to the door strut and, like the tongue, extends
into a recess of the door pillar so that it does not hinder opening and closing of
the side door 14.
SUMMARY OF THE INVENTION
[0009] The present invention was created in light of the above-described circumstances.
Starting from
WO 98/21433 A1 the present invention has the object to provide a vehicle side portion structure
having a new load-conveying route provide between a front pillar and a side door,
that can effectively restrain or suppress vehicle frame deformation at the time of
a frontal collision. This object is solved by a vehicle side body structure having
the features of claim 1.
[0010] Features and advantages of the present invention will become apparent from the following
descriptions taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE INVENTION
[0011] A preferred embodiment of the present invention will be described in detail based
on the following figures, in which:
FIG 1 is a cross-sectional drawing of the overall configuration of the vehicle body
side structure according to an alternative embodiment showing the state of the structure
after a frontal collision;
FIG. 2 is a cross-sectional drawing (i.e., along the line I-I shown in FIG. 4) of
the overall configuration of the vehicle body side structure according to the alternative
embodiment showing the state of the structure prior to a frontal collision;
FIG. 3 is an enlarged cross-sectional drawing of the main portions of the alternative
embodiment of the present invention shown in FIG. 1;
FIG. 4 is a lateral view drawing of a vehicle showing the belt line thereof;
FIG. 5 is a cross-sectional drawing of the overall configuration of the vehicle body
side structure according to a preferred embodiment of the present invention showing
the state of the structure prior to a frontal collision;
FIG. 6 is a cross-sectional drawing of the overall configuration of the vehicle body
side structure according to the preferred embodiment of the present invention showing
the state of the structure after a frontal collision; and
FIG. 7 is an enlarged cross-sectional drawing of the main portions of the preferred
embodiment of the present invention shown in FIG. 6.
DETAILED DESCRIPTION OF THE INVENTION
Alternative Embodiment
[0012] Hereafter, the vehicle body side portion structure of an alternative embodiment will
be explained using FIGS. 1 - 4. It should be noted that the arrows in the drawings
marked FR indicate the direction of the front side of the vehicle, the arrows marked
UP indicate the upper side direction of the vehicle, and the arrows marked IN indicate
the direction of the interior of the vehicle in the widthwise direction.
[0013] A cross-sectional drawing is shown in FIG. 1 showing the state of the overall configuration
of the vehicle body side structure according to the present embodiment after a frontal
collision. Also, a cross-sectional drawing is shown in FIG 2 showing the state of
the overall configuration of the vehicle body side structure prior to a frontal collision.
Further, a lateral view drawing of a vehicle is shown in FIG. 4.
[0014] As shown in these drawings, a front pillar 12, a center pillar 14, and a rear pillar
16 (see FIG. 4) are arranged in this order in the front, center, and rear portions
of a vehicle body side structure 10. These extend along the substantially up and down
directions of the vehicle. A front side door 18 is provided between the front pillar
12 and the center pillar 14, and further, a rear side door 20 is arranged between
the center pillar 14 and the rear pillar 16 (see FIG. 4). A state is shown in FIG.
4 where the front end portion of the vehicle is in contact with a barrier 22.
[0015] A line along the upper edges of the main body portions of the doors of the front
side door 18 and the rear side door 20 of the above-described vehicle body side structure
10 is the belt line 24. (Note: Only the belt line 24 of the front side is shown in
FIG. 4.) Hereafter, the main portions of the present embodiments will be explained
based on FIGS. 1- 3, in which a state has been drawn where the belt line 24 on the
front side door 18 side has been cut horizontally and is viewed from the upper side
of the vehicle.
[0016] As shown in FIG. 2, the front side door 18 has a structure that includes a door outer
panel 26 arranged at the exterior side of the vehicle cab and a door inner panel 28
arranged on the interior side of the vehicle cab. The door inner panel 28 is configured
with hemming processing to be unified with the door outer panel 26 and to form a closed
cross-sectional surface.
[0017] The front pillar 12 that is a component of the vehicle framework is formed in a hollow
pillar shape from a pillar outer panel 30 and a pillar inner panel 32 and extends
substantially along the up and down directions of the vehicle at the forward side
of the front side door 18. A front end flange 12A and rear end flange 12B configured
to conform with the terminal portions of each of the panels are arranged at the front
end and rear end portions of the front pillar 12. These are arranged so as to respectively
face the front and rear directions. It should be noted that there are cases where
pillar reinforcements are provided in the cross-sectional surfaces formed in the closed
cross-sectional structures of the pillar outer panel 30 and the pillar inner panel
32.
[0018] Similarly, the center pillar 14 that is a component of the vehicle framework is formed
in a hollow pillar shape from a pillar outer panel 34 and a pillar inner panel 36
and extends substantially along the up and down directions of the vehicle at the rear
side of the front side door 18. A front edge flange 14A and rear end flange 14B configured
to conform with the terminal portions of each of the panels are arranged at the front
end and rear end portions of the center pillar 14. These are arranged so as to face
the front and rear directions. It should be noted that there are cases where pillar
reinforcements are provided in the cross-sectional surfaces formed in the closed cross-sectional
structures of the pillar outer panel 34 and the pillar inner panel 36.
[0019] Furthermore, the rear end portion of an apron upper member 38 arranged in the longitudinal
direction is joined at the substantially central portion of the above-described front
pillar 12 in the longitudinal direction. The apron upper member 38 extends longitudinally
in the front and rear directions of the vehicle at an upper portion of the side of
the front of the vehicle body. The apron upper member 3 8 is formed so as to be elongated
and is a component that receives (i.e., absorbs or is the recipient of) the load of
impact towards the rear side of the vehicle at a time of frontal collision.
[0020] Here, the positional relations of each of the above-described components will be
explained. A rear end surface 30A of the pillar outer panel 30 of the front pillar
12 and a front surface 28A acting as the side end surface of the door hinge of the
door inner panel 28 of the front side door 18 are arranged to face each other front
and rear. A preset gap 40 is provided between these surfaces. Similarly, a front surface
34A of the pillar outer panel 34 of the center pillar 14 and a rear end surface 28B
of the door inner panel 28 of the front side door 18 are arranged to face each other
front and rear. A preset gap 42 is provided between these surfaces (refer to FIG.
2).
[0021] Furthermore, a centroid position G1 in the cross-sectional drawing of the above-described
front side door 18 is arranged so as to be offset from a centroid position G2 in the
cross-sectional drawing of the front pillar 12 by a preset distance W towards the
exterior side of the vehicle in the widthwise direction.
[0022] Under the above-described positional relations, there is a front portion 44A (i.e.,
the portion that extends along the front-to-rear direction of the vehicle) of a door
hinge 44 that is formed to be substantially L-shaped when seen in plan view. This
front portion 44A is fixed to the outer side surface of the pillar outer panel 30
of the front pillar 12 with a fixing device (not shown) such as nuts and bolts. Also,
a rear portion 44B (i.e., the portion that extends along the widthwise direction of
the vehicle) of the door hinge 44 is axially supported so as to be turnable on a hinge
pin 46 provided on the side of the front surface 28A of the door inner panel 28 of
the front side door 18. Due to this, the front side door 18 is turnable (i.e., can
open and close) around the door hinge 44 (i.e., the hinge pin 46) within the horizontally
plane, and thus comprises what is known as a swing-type side door.
[0023] Here, a high-strength load-conveying component 48 is arranged on the front end side
of the door inner panel 28 of the above-described front side door 18 (i.e., at a position
in the vicinity of the gap 40). This load-conveying component 48 acts as a load conveying
means on the belt line 24 and as a means for preventing hitting of the door hinge.
The load-conveying component 48 is a bracket-formed component shaped to be approximately
a flattened S shape when seen from plan view. The load-conveying component 48 can
be formed by bending thick sheet material or U-section sheet material.
[0024] One end portion (rear end portion) 48A of the load-conveying component 48 structured
as described above is fixed to the door inner panel 28 at the surface facing the interior
of the vehicle cab by joining with bolts or welding. Further, the other (front) end
portion 48B of the load-conveying component 48 is arranged at a position separated
by a preset distance from the inside of the vehicle cab via a central portion 48C
separated from the surface of the door inner panel 28. Accordingly, the load-conveying
component 48 is supported by the door inner panel 28 as a cantilever. Due to this,
the front end portion 48B of the load-conveying component 48 is arranged in a state
where it is in proximity with the inside of the vehicle cab interior at the rear end
flange 12B of the front pillar 12 (this is in a state of no-contact where it does
not touch the rear end flange 12B, in order to allow for the opening and closing action
of the front side door 18).
[0025] Next, the operation and effect of the present embodiment will be explained.
[0026] The state shown in FIG 2 is that prior to a frontal collision. When a frontal collision
with the barrier 22 (see FIG. 4) occurs from this state, a load of impact F is inputted
to the apron upper member 38, arranged longitudinally in the front-to-rear direction
of the vehicle at both sides of the front portion of the vehicle, and conveyed to
the front pillar 12.
[0027] Here, the preset gap 40 is provided between the opposing surfaces of the front pillar
12 and front side door 18. Also, the centroid position G1 in the cross-sectional surface
of the front side door 18 is arranged so as to be offset from the centroid position
G2 in the cross-sectional surface of the front pillar 12 towards the exterior side
of the vehicle in the widthwise direction. For these reasons, when the impact load
F towards the rear direction of the vehicle is inputted to the front pillar 12, the
front pillar 12 rotatably displaces towards the inside of the vehicle cab interior
in the direction that collapses the gap 40 around the hinge pin 46 of the door hinge
44, as shown in FIGS. 1 and 3. When a preset amount of rotation displacement is exceeded,
bending moment is generated in the same direction as the direction of rotation displacement
of the front pillar 12 to the front side door 18, thus acting to bend the front side
door 18 (i.e., acting to deform the central portion of the front side door 18 in the
front-to-rear direction towards the outer side of the vehicle's widthwise direction).
[0028] However, with the present embodiment, the load-conveying component 48 is provided
at the front end side of the door inner panel 28 of the front side door 18 so when
the front pillar 12 rotationally displaces around the hinge pin 46 of the door hinge
44 towards the side of the interior of the vehicle cab, the rear end flange 12B of
the front pillar 12 comes into contact and latches with the front end portion 48B
of the load-conveying component 48. The rear end portion 48A of the load-conveying
component 48 is firmly fixed to the door inner panel 28 and the load-conveying component
48 is itself also formed from a high-strength component so the front pillar 12 cannot
rotationally displace towards the interior of the vehicle any more than this. The
amount of rotational displacement of the front pillar 12 around the door hinge 44
(i.e., the hinge pin 46) is thus restricted (i.e., decreased). Accordingly, the bending
moment M1 acting upon the front side door 18 from the front pillar 12 is suppressed
to a minimum and an axial force N increases by that amount and acts towards the rear
direction of the vehicle upon the front side door 18 via the load-conveying component
48. It should be noted that normally a bending moment M2 (>M1) acts upon the center
pillar 14 side.
[0029] That is, with the present embodiment, the bending moment M1 that bends the front
side door 18, caused by the load of impact F that acts upon the front side door 18
at the time of a frontal collision, is reduced or suppressed. That amount of suppressed
moment is made to act upon the front side door 18 in the rear direction of the vehicle
as the axial force N, whereby the frontal collision load of impact F inputted to the
vehicle body side structure 10 can be channeled towards the rear side of the vehicle
with good efficiency. In other words, with the present embodiment, a new load-conveying
route can be provided between the front pillar 12 and the front side door 18 via the
bracket-shaped load-conveying component 48. As a result, deformation of the vehicle
frame at the time of frontal collision can be effectively suppressed with the present
embodiment.
[0030] In addition, the above-described phenomenon can be explained with further accuracy
as follows. With the present embodiment, the front pillar 12 rotationally displaces
around the hinge pin 46 of the door hinge 44 towards the interior of the vehicle cab.
The rear portion 44B of that door hinge 44 constrains the rotational displacement
of the front pillar 12 with the load-conveying component 48 before hitting the front
surface 28A, that is the end surface of the door hinge side of the front side door
18, occurs. For this reason, the generation of bending moment M1 towards the front
side door 18 can be effectively suppressed and the functional capability of conveying
it (i.e., channeling the load) towards the rear side of the vehicle as axial force
N is enhanced. As a result, with the present embodiment, the precision and reliability
of effective suppression of vehicle frame deformation at the time of a frontal collision
can be increased.
[0031] Additionally, with the present embodiment, the front end portion 48B of the load-conveying
component 48 was arranged in the proximity of the inside of the vehicle cab interior
at the rear end flange 12B of the front pillar 12 so when the front pillar 12 rotationally
displaces slightly at the time of a frontal collision, the rear end flange 12B interferes
or impedes with the front end portion 48B of the load-conveying component 48. When
considered differently, even if the front side door 18 tries to displace towards the
exterior side in the widthwise direction of the vehicle, the front end portion 48B
of the load-conveying component 48 is latched to the rear end flange 12B of the front
pillar 12, so this can also function to suppress displacement (i.e., movement in the
lateral direction) of the front side door 18 towards the exterior side in the widthwise
direction of the vehicle when there is a frontal collision.
[0032] Furthermore, with the present embodiment, the load-conveying component 48 is arranged
closer towards the interior side of the vehicle cab than the door hinge 44 so it is
easy to set a structure that interrupts or contains the rotational displacement of
the front pillar 12. As a result, a configuration (e.g., shape) for the load-conveying
component 48 that is most suited to that particular vehicle type can be selected.
[0033] Also, as an item related to the above-described effect, with the present embodiment,
the load-conveying component 48 can be set without narrowing the gap 40, so this component
can be attached afterwards without having to add any changes to the conventional side
structure of a vehicle body at the design stage.
[0034] Furthermore, with the present embodiment, the load-conveying component 48 was set
at a position along the door belt line 24 so deformation of the vehicle frame can
be effectively suppressed. That is, the inputting of the load of impact at the time
of frontal collision towards the rear side of the vehicle in order to suppress vehicle
frame deformation also has an effect in that it reinforces a relatively large region.
Here, with the present embodiment, the load-conveying component 48 was set in a position
along the door belt line 24 to which it is easy for a relatively large load of impact
to enter from the front portion of the vehicle to the vehicle body side structure
10. Due to this configuration, the bending moment M1 deforming the central portion
of the front side door 18 in the front-to-rear direction towards the exterior of the
cab can be effectively suppressed, and the load of impact can be effectively channeled
towards the rear direction of the vehicle as an axial force.
Preferred Embodiment
[0035] Hereafter, a preferred embodiment of the vehicle body side portion structure according
to the present invention will be explained using FIGS. 5 - 7. It should be noted that
those portions configured like those described in the alternative embodiment have
been assigned the same numbers and explanations thereon have been omitted.
[0036] As shown in these drawings, the vehicle body side portion structure according to
the second embodiment has a spacer-shaped load-conveying component 50 made to interpose
in the gap 40 set between the rear end surface 30A of the front pillar 12 and the
front surface 28A of the front side door 18.
[0037] To explain in further detail, the spacer-shaped load-conveying component 50 is fixed
to the front surface 28A of the door inner panel 28 of the front side door 18 closer
towards the side of the interior of the cab than the door hinge 44. The thickness
of the load-conveying component 50 is set to be thinner than the gap measurement of
the gap 40. Accordingly, during regular opening and closing of the door, the load-conveying
component 50 does not interfere with the rear end surface 30A of the pillar outer
panel 30 of the front pillar 12. Furthermore, when the front pillar 12 rotationally
displaces around the hinge pin 46 of the door hinge 44 towards the interior of the
vehicle by only a preset angle such that it does not hit, the front surface 50A of
the load-conveying component 50 should be made to come in contact with the surface
of the rear end surface 30A of the pillar outer panel 30, so this is set at an inclined
surface of a preset angle.
[0038] With the above-described configuration, the spacer-shaped load-conveying component
50 is made to interpose in the gap 40 between the rear end surface 30A of the pillar
outer panel 30 of the front pillar 12 and the front surface 28A of the door inner
panel 28 of the front side door 18. Accordingly, when the front pillar 12 tries to
rotationally displace around the hinge pin 46 of the door hinge 44 towards the interior
of the cab, the rear end surface 30A of the front pillar 12 comes into contact with
the front surface 50A of the load-conveying component 50 before the rear portion 44B
of the door hinge 44 hits against the front surface 28A of the front side door 18,
so the front pillar 12 cannot rotationally displace any more than that. Accordingly,
at the time of a frontal collision, the bending moment M1 acting upon the front side
door 18 is suppressed and the load of impact of that amount of moment is conveyed
towards the rear side of the vehicle as axial force N. That is, with the present embodiment,
a new load-conveying route that goes through the spacer-shaped load-conveying component
50 can be provided between the front pillar 12 and the front side door 18. As a result,
with the present embodiment, vehicle frame deformation at the time of frontal collision
can be effectively suppressed using a simple structure, as with the alternative embodiment.
[0039] Further, with the present embodiment, the load-conveying component 50 is configured
in a spacer shape so as to interpose at the gap 40, so it is not necessary to secure
a new space especially for providing the load-conveying component. As a result, a
compact load-conveying component 50 can be established without sacrificing space in
the inside of the vehicle cab and at an even lower cost.
[0040] Furthermore, as with the alternative embodiment, rotational displacement of the front
pillar 12 can be stopped before it hits at the door hinge 44 so the generation of
bending moment M1 at the front side door 18 can be suppressed and the ability to convey
the force (i.e., channel the load) towards the rear of the vehicle as an axial force
N is enhanced. As a result, the precision and reliability of effective suppression
of vehicle frame deformation at the time of frontal collision can be enhanced.
[0041] Furthermore, as in the alternative embodiment, the load-conveying component 50 is
arranged in the gap 40 closer to the inside of the cab interior than the door hinge
44 so the most appropriate configuration of the load-conveying component 50 (i.e.,
thickness, shape, etc.) can be selected to conform with the gap of the particular
vehicle to which the invention is applied.
[0042] Also, as in the alternative embodiment, the load-conveying component 50 can be set
without narrowing the gap 40 (here, "narrowing" refers to the fact that conventionally,
the dimensions of the gap that are set must be narrowed for the components in order
to provide the load-conveying component 50). For this reason, the load-conveying component
50 can be attached later without adding changes to the conventional side portion structure
of a vehicle body at the design stage.
[0043] Furthermore, as in the alternative embodiment, the load-conveying component 50 of
the present embodiment is set at a position along the door belt line 24 so deformation
of the vehicle frame can be effectively suppressed.
[0044] It should be noted that with the present embodiment, the spacer-shaped load-conveying
component 50 was provided at the front surface 28A of the door inner panel 28 of the
front side door 18, however, this is not thus limited. A spacer-shaped load-conveying
component can be provided at the rear end surface 30A of the pillar outer panel 30
of the front pillar 12. Further, load-conveying components can be provided at both
the front surface 28A of the door inner panel 28 of the front side door 18 and at
the rear end surface 30A of the pillar outer panel 30 of the front pillar 12, and
the thicknesses of each of the load-conveying components can be made so as to be distributed
between the front pillar 12 side and the front side door 18 side.
[0045] Further, with the present embodiment, the load-conveying component 50 was configured
so as to be a separate component from the door inner panel 28, however, the present
invention is not thus limited. For example, a load-conveying component can be provided
so as to be unified with the door inner panel 28 by providing bulged protrusion at
the front surface 28A of the door inner panel 28.
[0046] The above-described preferred embodiment is configured such that the load-conveying
means is provided between the front pillar 12 and the front side door 18 However,
the present invention is not thus limited. The load-conveying means of the present
invention can also be provided between the center pillar 14 and the rear side door
20.
[0047] Also, in the above-described preferred embodiment, a configuration is employed where
a component restricts the rotational displacement of the front pillar 12 before the
door hinge 44 hits the front surface 28A of the rear pillar 16, however, the present
invention is not thus limited. The present invention can be configured such that it
restricts rotational displacement of the front pillar 12 to a degree that it hits
slightly but, when compared to conventional technologies, lessens the intensity of
the hitting.